Compensating mechanism.



No. 844,462. PATENTED FEB. 19, 1907. L. M. OSBORNI8: J. E. MANNIS. GOMPBNSATING MEGHANISM.

APPLIOATION FILED MAR. 6, 1906.

2 snnn'rs-snnm- 1,

Inventors Wttne ses No. 844,462. PATENTED FEB. 19, 1907. L. M. OSBORN & J. E. MANNIS.

GOMPENSATING MECHANISM.

APPLICATION FILED MAR. 6, 1906.

2 SHEETS-SHEET 2.

UNITED srn'rns .m'rnr LAFAYETTE M. ;osnon n *n JAMES E. Minnie, or TOPEKA, KANSAS. n o'eieensarmeMECHANISM Patented Feb. 19. 1907.

Application filed March 6, 1906; Serial in. 304,525.

To crll whom it may concern:

' Be it known that we, LAFAYETTE M. De-

= Bonn andJ'A' Es E. MANNIS, citizens of the United States, residing at Topeka, in the countymf-"Shawnee and-State of Kansas, have inven'ted newand useful lm rovements in:Compensating Mechanism, 0 which the following'is a specification. I Our invention relates to the compensating provide a used wit *ners'.

mechanism for the rear or drive axle of automobiles and the like, such mechanism being adapted to compensate for the unequal travelof the two Wheels, as in turning, cor

wheels to slipon account of the difference in 'travelwere the two'wheels rigidly secured to a solid axle. 2 01 In other words, the compeneating gear is primarilyfor the purpose of say ing ,the tires, the most expensive elements n point of maintenance in an automobile.

Objects of the present invention are to racticable compensating mechanism which-may be used with a solid driveaXle, to. rovide such a device which may be h a solid axle and in combination with the ordinary standard Wheel used on automobiles without material alteration of the-wheel, to provide such a device in which the wheel may be .-mounted loosely on the axle and in which the wheel may be readily I removed or replaced and in whichthe mech- 'anism itself may be readily gotten at, to pro-. vide such a mechanism which is positively brought into operation and which does,not depend either uponfriction or upon the absence of friction to bring the clutches into operatio'n, to provide such a mechanism which contains-no floating element, to improve generally upon such mechanisms. to provide tion in its prefered form and have shown the best mode of applying the princi les thereof; but it is to be understood that t e lnvention v v itself is not to be confined to these drawings and the description of the drawings; that it Such compensating'is necessary, b e- 'causethe-unequal travel of thewheels -1n "turning a corner =would cause one of the .may be applied to other uses; that parts and combinations thereof, as herein separately claimed, may be used with or without other connecting parts of similar general nature to those herein described, and that We contem plate changes in form, proportions, materials, arrangement, the transposition of parts, and

the-substitution of equivalent members without departing from the spirit of the invention.

Figure 1 is a view in cross-section, through 1 1 of Fig. 2, of the clutch mechanism ap plied to each wheel. Fi 2 is a longitudinal section through 2 2 of i 1. Fl 3 is a longitudinal section throng 8 "3 0% Fig. 1. Figs, 4, 5, and 6 are various detail views of one of the levers by which the brake-shoes are thrown out of and into engagementwith the friction-drum. Fig. 7 is a plan view, on a reduced scale, of the rear or drive axle of an automobile with our improvement applied to each wheel thereof and showing more clearly that the axle maybe made solid throughout its length,'any suitable driving connections being used,here shown as mitergears.

- Like reference-numerals indicate like or corresponding parts throughout the several v1ews.-

1 represents one end of the rear axle of an automobile, by'which thecar is driven.

2 may represent the hub of an ordinary standard automobile-wheel. v

3 are the spokes, and 4 is a drumforming part of the hub and commonly used for braking purposes on manyof the standard wheels.

5 is a suitable bushing. v 6 is the nut, and 7 is a cap.

and-is held in place by the nut.

A hub 8 is shrunk or keyed or otherwise suitably secured on the'axle adjacent to the The Wheel is mounted loosely'onthe shaft.

wheel-hub and withinthe drum 4. .Extending around this hub. is a groove or channel 9, in which are pivoted, b means of-cap-screWs 13 13, the inner ends 0 the arms 10 10 11 11,

having at their outer ends thebrake-shoe's' 12 12 1-2 12, respectively, adapted to engage the friction-drum 4, as will be hereinafter fully explained. These shoes are rigidly securedto orintegrally made with'the links or arms 11' 1 1 10 10. For each arm or shoe there is a spring 14, fastened to the extension for flange 24 of the'hub 8,which spring tends normal with the: To each armlll is secured a y to hold the'shoe in engagement shaft 21'.. A collar or sleeve 23 is mounted on the shaft adjacent to the hub 8' and has a channel or groove 25, whose sides arebeveled or slanting, as shown. It also has another groove 26, in which may work a yoke or collar on the end 27 of the operating-rod 28, whereby the sleeve is movable to and fro longitudinally on the shaft. By reference to 2 it will'be notedthat one of the operating-levers therein shown is a short one 22, while the other is a long one 20. They are so arranged that when the sleeve is in the position shown in the drawings the 'inturned end 21 of the short rod oroperating-lever 22 is per' mitted to fall into the groove 25, and the end of the long lever-rod 2O rides on the outer or higher surface of the sleeve; but if the sleeve be drawn to a secondar position'by rod 28 .the inturned end of ro 22 will ride on the higher surface of the sleeve, whilethe end of the lon er rod 20 will ride in the cove. "At the half-waypointboth rods wil ride on the outer or higher surface, neither being in the groove. By reference in particular to Fi 1 it will be noted'that the four arms and bra eshoes are arranged in two pairs one pair being in. engagement with the drum and the ot er pair standingdisengaged therefrom;

' that the members of each pair are arranged on opposite sides of the shaft; that the arms of the brake-shoes form a sort of elbow or togglejoint connection with the hub 8,-whereby by the rotation of the hub in the proper direction, with the shoe against the drum, it

will take a firm hold thereof andcarry the drum with it; but upon the rotation of the hub in the reverse direction or by revolving the drum in a relatively o posite direction the shoe will release its hold and permit the shaft or the drum to rotate independently.

- 1n one 'in'the other direction, while the shoes .of the other pair engage and release in just'the opl quire that the axle itself be threaded or' otherwise tampered with or wealumed, and it I The joints of the two pairs are oppositely arranged, the shoes of one pair being adapted to enga e the drum when the axle is turning direction and to release when turning posite manner. Arms 10 10 are controlled by the operating-leverhaving the longer rods 20 20, whose ends are shown to be riding on the lugher surface ofthe sleeve, while the arms 11 11 are controlled by the shorter rods,

whose inturned ends are shown as riding in thegroove 25. It is now evident that the purpose of these operatmg-rods and their control by the sleeve is merely to throw either one or the other of the pairs of shoes out of engagement with the drum and against the tension of the springs 14 1,4, which tend the longer'lever-rods 20 20 ride on the'higher surface of the sleeve they throw the arms 10 10 and their shoes out .of engagement with the drum, while the'rods 22-22,which ride in the shoes of arms 11 ll'into engagement with the drum, while the turning ofthe shaft in tighten the gri andwill always carry the shaft in the opposite direction the hold of'the shoes will be released. If new we .shift the and raise rods 22 22 out of it'and then rotate drum will not be carried along;- but uponreversing the direction'of-rotation'of the axle firm contact with the If we stopthe sleeve at the half-way point, none of the shoes will en age the drum, thereby making the shaft an each other. I

In practice we contemplate the use of a clutch. such as we have here shown on each wheel of the rear axle. Also the controlling or reversing sleeve may be operated by hand independently of all other mechanism or by .the same mechanism which controls the engines, or otherwise it may be operated. wholly .by a casing Orshield 29. Obviously in turn ing acorner the outer wheel which runs the ently of the shaft, having the samerelation ary and the wheel were revolving in the direction of the arrow, while the car will be driven by the inside wheel. In coasting, both wheels may run independently of the shaft if the engine be stopped or if the speed of the carexceeds that of the engine. To take off the wheel, the sleeve maybe placed at the half-way point, which withdraws all shoes from the drum, when the wheelmay be removed in the usual manner of removing a loose wheel.

thus easily be gotten'at by removing the wheel. The axle itself may he solidfrom one end to the other and the use of truss-rods wholly avoided, and the driving power may be applied tot-he axle. direct. We do not re i will be noted that we furl'iish a straightaway pull through the clutch mechanism and avoid all side strain. The outer face of the drum may still be used for braking purposes by means ofa hand or any other suitable drwiee.

1 h. i possible to use our eluteh without the l g rings H H, as the centrifugal force will {throw the shoes into engagement with the drum; but we prefer to use the springs in eonl motion with our invention, as they serve to the groove, permit the Springs lei-41 to drawthegdirection of the arrow-tends only to the shaft in the directionof the, arrow, the

the arms 10 10 war force their shoes into" wheel entirely independent of or partly'automatically and may be inclosed faster will be permitted to turn independthereto as if the shaft in Fig. 1-were stationto throw them into engagement. Thus as drum 'and'whee with it; but byturningthe sleeveso as to drop rods 20i'into'the groove;

The entire mechanism of the clutch may also Ina compensating mechanism, the commake the parts respond more quickly and to be more positive in their action.

hat we clann is 1. In a compensating mechanism, the com a drum secured to the wheel, a hub secured to the shaft, reyersely-arranged toggle-joints and friction-shoes, springs tending naturally to force said sho'es intoengagement withthe drum, and means for positively withdrawing either set of friction-shoes from engagement with the drum.

3. In a compensating mechanisimthe combination with the drive-shaft of a motor-Vehicle and a wheel loosely mounted thereon; of a drum secured to the wheel,.a hub secured to the shaft, reversely-arranged toggle-joints and friction-shoes, springs tending to force said shoes into engagement with the drum, and means forpositivel'y withdrawing either or both sets of shoes from engagement "with the drum. I

4. In a compensating mechanism, the combination with the drive-shaft of a motor-vehicle and a wheel loosely mounted-thereon of a friction clutch mechanism between the shaft and the wheel comprising reVersely-arranged toggle-joints and friction-shoes, andmeans for operating same.

5. In a compensating mechanism, the combination with the driVe-shaft'of a motor-vehicle and a wheel loosely mounted thereon; of a friction clutch mechanism between the shaft and the wheel exerting its force sub statially at right angles to 'the'shaft, and means independent of the operation of'the wheel or shaft for operating said clutch.

6. In a compensating mechanism, the combination with the drive-shaft of a motor-yehicle, atraction-wheel, a drum secured to the wheel, a hubv secured to the shaft, frictionshoes secured to the hub by tog le-joint connections, said shoes being rigin y secured to the atljoiningmembers, respectively, of the toggle-joints, sai'l. joints being oppositely arranged for the differentshoes, and means for engaging said shoes with said drum and for disengaging them therefrom.

7. In a compensating meehanisnnthe combination with the drive-shaft of a 1nOlZ0l-VG-- hicle, a traction-wheel; of a friction-clutch mechanism between the. shaft and the wheel edto move in'a lane substantially at right angles to the sha t, some of said joints being arranged so as to face oppositely to others, and means for engaging one set'of'frictiom shoes with the drum and disengaging the other set, for disengaging the first set and em gaging the second, and'for disengaging both sets; each shoe being rigidly secured to the.

adjoining member of the toggle-joint.

8. In a compensatingmechanism, the combination with thedrive-shaft of a motor-Va hicle and a traction-wheel loosely mounted thereon, of a drum secured to the wheel, a

number of friction-shoes with reversely-arranged toggle-joint connections between the shaft and the shoes, each 'shoe being rigidly secured to the adjoining member of its toggle-j int, and means for positively withdrawing eitheror both sets of shoes from engagement-with the drum. I 9. In a compensating mechanisnn'the combination with a one-piece solid axle, and a traction-wheel loosely mounted on each end thereof; of a compensating clutch between each Wheel and the axle, comprising a drum secured to the wheel, reversely-arranged friction-shoes and togglejoint connections between the shoes and the axle, each shoe being made integral with the adjoining member of the toggle-joint, means for forcing eitherfset of shoes into engagement with the drum, and means for positively withdrawing. eitherset therefrom.

10. In a compensating mechanism, the combination with a one-piece solid axle of a motor- Vehicle, and a tracton-wheel loosely mounted on'each end thereof, of a com ensating clutch mechanism between'each w eel and the axle, comprising two reVersely-arranged pairs of friction-shoes and togglejoints being disposed in idiametrical opposition to each other, springs for drawing the shoes intoengagemen't with the drum, and o erating-levers for positively Withdrawing either one orboth of said pairs from engage ment' therewith. I

11. The combination with a solid onepiece axle of a motor-vehicle, and a tractionwheel loosely mounted on each end thereof; of a drum secured toeac-h wheel, a hub se cured to the axle for eachwheel, two pairs of oppositely dis )osed friction shoes, an arm between each shoe and the hub and-said arm and shoe being integrally formed, the inner end-of each arm being pivoted'to the hub so as to permit the arm tomove in a plane at right angles to the axle, the pivotal points I being slightly off center so as to tend to force eomprlsmg a drum secured to one of said members and friction-shoes secured to the the shoes into engagement with the drum, thisnrrangement being reversely arranged other of said members by toggle-joints adaptl for the two pairs, an operating-lever for each joint connections between said shoesand the v for. automobiles, the combination with the main drive-shaft and a traction-wheel loosely mounted on each end thereof; of a compen rigidly secured to the Wheel, reversely-eirmeans for forcingeither set of shoes into enshoe extending away from the hub a grooved sleeve to" operate said levers respectively, and means for shifting the sleeve on the shaft.

12. In a compensating mechanism for automobiiies, the combination with the drive shaft of an automobile and a traction-Wheel loosely mounted on each end of said shaft; of a compensating mechanism between each traction-Wheel and the shaft comprising a drum secured tothe Wheel, reversely-ar ranged "friction shoesv and togglejoint connectiens between'the shoes and the axle,

gagementwith the drum, and means for posi-' tively Withdrawing either set therefrom.

'13; In a compensating friction mechanism satin mechanism between each tractionwhee' and the drive-shaft comprising a drum range& friction-shoes and toggle-joint connections between the shoes and the axle, means for forcing either set of friction-shoes into engagement with the drum, and means for ositively withdrawing either orboth of sai sets from engagement therewith.

14. ha compensating mechanism for automobiles, the combination with the solid drive-shaft of the automobile and the two traction-Wheels, one loosely mounted on each end of said drive-shaft; of a friction clutch mechanism between the shaft and each wheel comprising reVersely-arrange d toggle-joints and friction-shoes, and means for operating same, substantially as set forth.. I

' In testimony whereof We have hereunto presence of subscribmg Witnesses.

LAFAYETTE M. OSBORN. JAMES E. MANNIS. I

Witnesses: Z. T. FIsHER, O. J. Rosnn. 

